Igniter for internal combustion engines operating over a wide range of air fuel ratios

ABSTRACT

An igniter for ignition over a wide air/fuel ratio range is disclosed. The igniter includes an igniter body including an internal cavity disposed substantially within the igniter body, an internal spark gap disposed substantially within the internal cavity, an external spark gap disposed substantially on an exposed surface of the igniter body, and a fuel charge delivery system for delivering a fuel charge to the internal cavity. A method for compression-igniting an air/fuel mixture in a cylinder of an internal combustion engine is also disclosed. The method comprises introducing a substantially homogeneous charge of a first air/fuel mixture into a cylinder of the internal combustion engine during an intake stroke, compressing the substantially homogeneous charge of the first air/fuel mixture in the cylinder of the internal combustion engine during a compression stroke, and combusting the substantially homogeneous charge of the first air/fuel mixture in the cylinder of the internal combustion engine during a power stroke by injecting partially combusted products of a second air/fuel mixture into the cylinder, with the first air/fuel mixture having a substantially higher ratio, by weight, of air to fuel and the second air/fuel mixture.

This patent application is a continuation-in-part of U.S. patentapplication Ser. No. 10/451,492, filed on Dec. 23, 2003, which claimedpriority to a PCT International Patent Application PCT/US01/28114 in thename of Savage Enterprises, Inc., a United States national corporationand resident, and Applicant for all countries except the United States,and Harold E. Durling, a United States resident and citizen, Applicantfor the United States only, on Sep. 7, 2001, designating all countriesand claiming priority to U.S. Provisional Patent Application Ser. No.60/230,982, filed Sep. 7, 2000.

TECHNICAL FIELD

The present invention relates generally to an igniter for use ininternal combustion engines. More particularly, the invention relates toan internal combustion igniter, which permits the engine to be operatedin a “spark-ignited” mode of operation (with a relatively rich fuel toair ratio) during periods of relatively heavy load and in a diesel modeof operation (with a relatively lean fuel to air ratio) during periodsof relatively light load.

BACKGROUND

Internal combustion engines (i.e., those having an intake stroke, acompression stroke, a power stroke, and an exhaust stroke, either asseparate strokes (four-stroke) or combined (two-stroke) events) may bedivided into two general types: spark-ignited and compression-ignited(e.g., diesel).

Spark-ignited engines and compression-ignited engines each have distinctadvantages and disadvantages. For example, as versus compression-ignitedengines, spark-ignited engines are generally less expensive to produce,have a greater power density (i.e., horsepower produced per volume ofcylinder displacement), and are usually supplied with stoichiometricair/fuel ratios that produce relatively low levels of pollutantemissions. The pollutants that are produced by spark-ignited engines runwith stoichiometric air/fuel ratios can also be further reduced tocurrently acceptable levels by utilizing the post-combustion catalyticconverter technology available today.

However, the stoichiometric air/fuel ratios required by spark-ignitedengines are generally much richer as compared to the air/fuel ratiosutilized in compression-ignited (e.g., diesel) engines. Whereas aspark-ignited engine may run on an air/fuel ratio in the ratio of 20:1,a compression-ignited engine may utilize a much higher air/fuel ratio inthe range of 40:1 or 50:1. Therefore, compression-ignited enginesgenerally exhibit better fuel economy.

Compression-ignited engines, which run on such lean air/fuel mixturesand do not operate nearly as close to stoichiometric conditions asspark-ignited engines, tend to produce a higher rate of undesirableemission pollutants. Moreover, the emission pollutants that are producedby compression-ignited engines are not nearly as amenable to treatmentby the post-combustion catalytic technology currently available, as arethe pollutants produced by spark-ignited engines. Chief among thepollutants produced by combustion-ignition engines arenitrogen-containing compounds (i.e., NOX). Such nitrogen-containingcompounds result, at least in part, from the high temperatures producedduring compression-ignition. Soot is another pollutant produced ingreater quantities during combustion-ignition, and arises primarily fromthe manner in which fuel droplets sprayed into the hot compressed airburn.

Additionally, as noted above, compression-ignition engines tend to havea significantly lower “power density” as compared to spark-ignitedengines. For example, while a high performance spark-ignited engine mayproduce in the range of 60 horsepower per liter of engine displacement,a compression-ignited engine may produce only in the range of about 10horsepower per liter of engine displacement. A need exists forimprovements.

SUMMARY OF THE DISCLOSURE

An igniter for an internal combustion engine operating over asubstantially wide range of air/fuel ratios, the igniter including anigniter body. The igniter body further includes an internal cavitydisposed within the igniter body, an internal spark gap disposed withinthe internal cavity and an external spark gap disposed substantially onan exposed surface of the igniter body. The igniter also includes a fuelcharge delivery system for delivering a fuel charge to the internalcavity.

A method for operating an internal combustion engine includingdetermining a load threshold within a load range of the internalcombustion engine, operating the internal combustion engine in aspark-ignited mode of operation when the determined load threshold isexceeded, operating the internal combustion engine in ahomogeneous-charge compression-ignited mode of operation when thedetermined load threshold is not attained. The homogeneous-chargecompression-ignited mode of operation further includes introducing asubstantially homogeneous charge of an air/fuel mixture into a cylinderof the internal combustion engine during an intake stroke, compressingthe substantially homogeneous charge of the air/fuel mixture in thecylinder of the internal combustion engine during a compression stroke,and combusting the substantially homogeneous charge of the air/fuelmixture in the cylinder of the internal combustion engine during a powerstroke by injecting active radicals of combustion in to the cylinder.

Another embodiment is directed to a turbine engine arrangementcomprising a turbine engine body. The turbine engine body defines anupstream portion and a downstream portion. A compression section islocated proximate the upstream portion. A combustor is operable toreceive a combustion section fuel/air mixture to be ignited into astationary flamefront to deliver pressurized downstream heated productsof combustion. The combustion section has a wall structure defining anigniter aperture. An exhaust section is located downstream from thecombustion section for receiving and passing the heated products ofcombustion out of the turbine engine body. An igniter is disposedproximate the igniter aperture. The igniter comprises an igniter bodydefining an ignition prechamber in gaseous communication with thecombustion section via a port. The igniter is configured to ignite anair-fuel mixture within the ignition prechamber and to project a jet offlame into the combustion section. In this way, the jet of flamereliably lights the flamefront and reliably relights the flamefrontunder a flameout condition.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cross-sectional view of an example embodiment of an igniteror spark plug of the present invention for a use in a combustion engine.

FIG. 2 is a conceptual view of a turbine engine arrangement according toanother embodiment.

FIG. 3 is a conceptual view of another turbine engine arrangementaccording to yet another embodiment.

DETAILED DESCRIPTION

Referring to FIG. 1, an example embodiment of an igniter 10, or sparkplug, of the present invention is shown. An advantage of the embodimentdescribed is that it is functional in an internal combustion engineutilizing a wide range of air/fuel ratios. Igniter 10 includes,proceeding radially from its exterior surface inward, a cylindricalshell 12 (preferably formed of a metal, such as steel), a primarycylindrical insulator member 14, a fuel or chemical charge deliverysystem 16 and a first gap electrode 18, shown in this embodiment,axially aligned and disposed substantially along an elongated centralaxis 20 of igniter 10.

In the example embodiment shown, fuel or chemical charge delivery system16 is a conventional liquid fuel injection nozzle (described more fullybelow), which is supplied with a fuel or chemical mixture through adelivery conduit 22 that also extends along central axis 20. Deliveryconduit 22 passes centrally through a secondary cylindrical insulatormember 24, which mates into and is positioned adjacent primarycylindrical insulator member 14. A first jam nut 26 threadingly engagesshell 12, through threads 28, and contacts a shoulder 102 of primarycylindrical insulator member 14 to retain it in place against membershell 12. Second cylindrical insulator member 24 is retained through theprovision of a second jam nut 30, which threadingly engages first jamnut 26 through threads 32.

The above description of construction details relating to the first andsecond insulator members 14 and 24, respectively, and the first andsecond jam nuts 26 and 30, respectively, apply to a prototypical modelof igniter 10 presently constructed. One of skill in the art willappreciate that for manufacturability purposes, a mass-produced igniter10 could employ a single cylindrical insulator member and could alsodispense with the jam nuts 26 and 30, respectively, employing instead acrimping of the shell 12 to retain such single cylindrical insulatormember in place.

In the example embodiment shown, a lower end 104 of the fuel chargedelivery system 16 is received within the interior diameter of atapering cylinder portion 34 of first electrode member 18, which has awider upper end portion for seating the fuel charge delivery system 16,and a narrower lower end portion from which rod-shaped central electrode18 projects downward. Surrounding central electrode 18 and extendingdownward from tapering cylindrical portion 34 of member first electrode18, the interior of the igniter is provided with an internal cavity 36,which terminates in an outwardly opening orifice 38. Internal cavity 36is bounded by primary cylindrical insulator 14, which has an uppersubstantially cylindrical sidewall portion 40, a lower substantiallycylindrical sidewall portion 42, and a tapering sidewall portion 44extending therebetween.

In the example embodiment shown, an intermediate electrode 46 includinga conducting material extends upwardly from orifice 38 to a pointproximate the tip of central electrode 18. Preferably, intermediateelectrode 46 conforms substantially to the shape of and closely contactsthe sidewall portions 40, 42, and 44. More preferably, the intermediateelectrode 46 is provided in the form of a coating which overlays thesidewall portions 40, 42, and 44. The coating preferably includes acatalyst to promote rapid combustion of a fuel charge delivered to andcombusted within internal cavity 36. Examples of catalysts are platinumand platinum-containing substances and compounds.

Igniter 10 is mounted in a cylinder head 48 and projects throughcylinder head 48 (shown in partial view) into a cylinder of an internalcombustion engine 50. Igniter 10 engages cylinder head 48 through theprovision of interlocking threads 52. In the example embodiment shown inFIG. 1, charge delivery system 16 is a liquid fuel injector system,including an outer housing 54, a valve seat 56 disposed within the outerhousing 54, a ball-shaped valve 58 having a stem 60 projectingtherefrom, and a biasing coil spring 62 surrounding stem 60. Coil spring62 connects to an upper portion of stem 60 and is in tension so as tourge ball-shaped valve 58 upward against valve seat 56. A metered amountof a fuel charge is delivered, under pressure, through delivery conduit22 and thence through interior of outer housing 54 of fuel chargedelivery system 16. Pressurized metered fuel charge forces ball-shapedvalve 58 downward and away from valve seat 56 so as to enter the widerupper end portion of the tapering cylindrical portion of member firstelectrode 18 in which fuel charge delivery system 16 is seated. Thetapering cylindrical member is provided with at least one throughgoingaperture 64, which allows the delivered fuel charge to pass through thetapering cylindrical portion 34 of first electrode 18 and enter internalcavity 36 proximate the tip of first electrode 18.

To initiate combustion, a first voltage potential is applied to firstelectrode 18, communicated to first electrode 18 from an ignition system(not shown) attachment point 80 on exposed portion of the deliveryconduit 22, while shell 12 of igniter 10 is maintained at a referencevoltage potential. Preferably, the reference voltage at shell 12 ismaintained at ground voltage, and an ignition voltage is applied tofirst electrode 18. More preferably, delivery conduit 22, outer housing54 of fuel charge delivery system 16, and tapering cylindrical portion34 of member first electrode 18, all connect electrically, in serieswith engine ignition system contact point 80 to the arcing tip of firstelectrode 18 and form, together, first terminal of the igniter 10. Withthe first and reference terminals at differing voltage potentials, twoseparate spark gaps are formed: an internal spark gap 66 between thefirst electrode 18 and the intermediate electrode 46 and an externalspark gap 68 formed between intermediate electrode 46 and the referenceelectrode shell 12. Internal spark gap 66 is located within cavity 36,while external spark gap 68 is disposed substantially adjacent externalsurface of the lower tip of cylindrical insulator 14 of igniter 10 andfound within the volume of cylinder 50. Internal spark gap 66 andexternal spark gap 68 are, in the embodiment shown, each of annularshape and are electrically disposed in series with one another.

When, as shown in the example embodiment of FIG. 1, the intermediateelectrode 46 is configured to extend substantially around the entirecircumference of internal cavity 36, an electrical capacitor iseffectively formed. Intermediate electrode 46 forms one plate of thecapacitor, shell 12 forms another plate of the capacitor, andcylindrical insulator member 14 forms a dielectric separator. Thecapacitor is connected electrically in series with internal spark gap 66and external spark gap 68. When the ignition voltage is applied to firstelectrode 18, the capacitor so formed maintains intermediate electrode46 at ground potential until internal spark gap 66 breaks down. At thatpoint, the capacitor begins charging, with current flowing acrossinternal spark gap 66. The capacitor subsequently discharges whenvoltage potential between internal electrode 44 and reference electrodeshell 12 is sufficiently elevated to break down external spark gap 68.As a result of the capacitor so formed by intermediate electrode 46,reference electrode shell 12, and cylindrical insulator member 14,internal spark gap 66 and external spark gap 68 fire in series (on theorder of microseconds apart) rather than simultaneously. Since internalspark gap 66 and external spark gap 68 fire sequentially rather thansimultaneously, peak voltage is reduced from that which would berequired to fire the two spark gaps simultaneously. In the exampleembodiment shown, fuel charge delivery system 16 described above forms afuel injection nozzle 58, which delivers a metered fuel charge to aposition proximate the internal spark gap 66.

An advantage of the example embodiment shown is that igniter 10 permitsan internal combustion engine to be operated in a “spark-ignited” modeof operation (with a relatively rich fuel to air ratio) during periodsof relatively heavy load and in a diesel mode of operation (with arelatively lean fuel to air ratio) during periods of relatively lightload. When operating in a spark-ignited mode of operation, fuel chargedelivery system 16 is not actuated and, therefore, the only combustiblemixture delivered to the cylinder 50 is an air/fuel mixture delivered onthe intake stroke in a conventional manner, e.g., through a fuelinjection or carburetion system. For example, an example of aconventional intake port 70 and a conventional injection/carburetionsystem 72, as shown in FIG. 1, with an intake valve 74 shown in an openposition, e.g., during an intake stroke. As one of skill in the artwould appreciate, during an intake stroke of the internal combustionengine, a substantially well-dispersed air/fuel charge will be deliveredto cylinder 50. Thereafter, intake valve 74 closes and, as cylinder 50undergoes a compression charge, some of this charge will be forcedthrough orifice 38, into internal cavity 36 of igniter 10. When theignition voltage is applied to central electrode 18, internal spark gap66 and external spark gap 68 fire in series, with internal spark gap 66firing in the range of microseconds before the firing of external sparkgap 68. In this spark-ignited mode of operation, igniter 10 functionssimilarly to a torch jet spark plug, one example of which is disclosedin U.S. Pat. No. 5,421,300, to Durling et al. In the torch jet mode ofoperation, igniter 10 ignites the air/fuel mixture forced into internalcavity 36 during the compression stroke, such that a jet of partiallycombusted fuel emanates from orifice 38 and projects into cylinder 50,so as to enhance the burning rate of the air/fuel mixture therein.Additionally, external spark gap 68, which is disposed substantiallywithin cylinder 50, contributes to a rapid and full combustion of theair/fuel mixture contained within cylinder 50.

Preliminary results by the applicants have indicated that the upperlimit of the air to fuel ratio (by weight) achievable by thisspark-ignited mode of operation is on the order of about 20:1. Leanermixtures than this approximate 20:1 ratio of air to fuel tend to notignite sufficiently or not ignite at all. However, leaner mixtures(e.g., above 20:1 of air/fuel) offer the possibility of achieving moreefficient fuel consumption. Accordingly, the inventive igniter 10 canadditionally be operated in a compression-ignition mode of operation,which preliminary results have indicated permits achieving air/fuelratios on the order of about 40:1 or even perhaps 50:1.

In the compression-ignition mode of operation, a well-dispersed andrelatively lean air/fuel mixture (e.g., on the order of about 40:1 toabout 50:1) is delivered to cylinder 50 during the intake stroke, andsome of this relatively lean air/fuel mixture is forced into internalchamber 36 of igniter 10 during the compression stroke. At or justbefore ignition, a small charge of a relatively rich air/fuel mixture isdelivered by fuel charge delivery system 16 to internal cavity 36 andadjacent internal spark gap 66. When the elevated ignition voltage isapplied to central electrode 18, internal spark gap 66 and externalspark gap 68 again fire in series, on the order of microseconds apart.The charge delivered by fuel charge delivery system 16 to internalcavity 36, together with the relatively lean mixture forced intointernal cavity 36, combine into a relatively rich mixture, and areignited by the annular spark formed between central electrode 18 andinternal electrode 44. A torch jet is thereby created, which ejectspartially combusted products through orifice 38. Such partiallycombusted products are dispersed within cylinder 50 and ignite thealready compressed and relatively lean main charge therein, resulting ina rapid and thorough combustion of the main charge. The resultingcombustion of the main charge results primarily from compression but istriggered by the dispersion throughout the main charge of the partiallycombusted products emitted from internal cavity 36. An advantage of thismethod is that an engine using igniter 10 under a light loadaccomplishes homogeneous compression ignition of lean air/fuel ratios byintroducing charged radicals, not limited to the form of a flame, butalso being heated above ambient operating conditions, into the cylinder.One of skill in the art will appreciate that, optimally, igniter 10 istimed to fire when the state of compression is optimum for lean,fuel-efficient, compression ignition, for example, by controlling thetiming of compression ignition in a homogeneous air/fuel mixture by“seeding” cylinder 50 with active chemical radicals-produced on demandby igniter 10. An advantage of this method of engine operation is thatignition is not limited to initiation only by a spark or only bycompression, but rather by allowing the engine to choose spark andseeded compression ignition, depending on load at which the engine isoperating.

FIG. 2 is a conceptual view of an external combustion enginearrangement, such as a jet or other type of turbine engine arrangementaccording to another embodiment. The turbine engine arrangement includesa turbine engine body 150. The turbine engine body 150 defines anupstream portion, shown conceptually on the left side of FIG. 2, and adownstream portion, shown conceptually on the right side of FIG. 2. Acompression section 152 is located proximate the upstream portion. Inthe embodiment shown in FIG. 2, the compression section 152 includes apressurized air canister 154 and a pressurized fuel canister 156. Airfrom the pressurized air canister 154 is mixed with fuel from thepressurized fuel canister 156 in a mixing chamber 158 to form a fuel/airmixture.

This fuel/air mixture is provided to an igniter 160 via a sealed cable162. The igniter 160 may be implemented, for example, as the igniter 10of FIG. 1. As shown in FIG. 1, the igniter 160 may include an igniterfuel mixture delivery arrangement that can be actuated by an ignitioncontrol system 164 to deliver the fuel/air mixture from the mixingchamber 158 into the igniter 160. The igniter 160 is located proximatean igniter aperture 166, which is formed in a wall 168 of a combustor170 located externally from the mechanical operation of the turbineengine arrangement. For example, to conserve space in an aircraft jetengine, the combustor is implemented as a toroidal chamber locatedaround a common shaft between rotating sets of compressor and expansion(turbine) blades. The combustor 170 defines a combustion chamber 172 inwhich a combustion section fuel/air mixture is present. As thecompressor blades force air to flow through the combustor 170, fuel issprayed into the continuously moving stream of air. During start-up,when the rotating shaft is turned by a starting motor, turbine enginesrely on exciters or igniters to initiate a flame front in the flowingfuel/air mixture. In some embodiments, two igniters 160 are locatedopposite each other on the outer wall 168 of the combustor 170. They arefired continuously until ignition occurs and a standing flame front isgenerated.

When activated, the igniter 160 ignites the fuel/air mixture within theignition prechamber and projects a jet of flame into the combustorwithin the combustion chamber 172. This jet of flame reliably lights astationary flamefront 174 to deliver downstream heated products ofcombustion. Should a flameout condition occur the jet of flame can bemanually or automatically activated to reliably relight the flamefront.The igniter 160 is capable of firing a jet rapidly, for example, 5-10times per second. It is anticipated that an engine with a flameout couldbe re-ignited in a second or two after flame-out, rather than requiringthe pilot to place the aircraft into a dive to get the compressorturning and help restart the engine.

The heated products of combustion are received by an exhaust section(not shown in FIG. 2), which extract energy from the products ofcombustion and pass the heated products of combustion out of the turbineengine body 150. The exhaust section is located downstream from thecombustor 170 and may be implemented as a thrust producing expansionnozzle in a jet engine, or as a torque producing gas turbine shaftsection. In the case of a jet engine, the expansion chamber defines aturbine wheel and jet engine output port. The heated products ofcombustion are passed through the turbine wheel, which operates thecompressor in the upstream section, of the turbine engine body throughthe jet engine output port or nozzle, thereby providing a thrust forcein an upstream direction.

In other types of turbine engines, the turbine section defines anrotating wheel of turbine blades and an exhaust stack through which theheated products of combustion are passed out of the turbine engine body.A turbine wheel shaft located in the turbine section is rotatable by theheated products of combustion. The turbine shaft is coupled to theupstream compressor and may also be coupled to any of a number ofstructures for producing movement. For example, the turbine can becoupled to an aircraft propeller for driving the propeller in arotational manner. Alternatively, the turbine can be coupled to anindustrial power shaft for rotating a mechanism that has an industrialapplication, such as generators or pumps. As another alternative, theturbine can be configured to propel a ground vehicle or a water vehicle.

FIG. 3 is a conceptual view of another turbine engine arrangementaccording to yet another embodiment. The turbine engine arrangementincludes a turbine engine body 180. The turbine engine body 180 definesan upstream portion, shown conceptually on the left side of FIG. 3, anda downstream portion, shown conceptually on the right side of FIG. 3. Acompression section 182 is located proximate the upstream portion. Inthe embodiment shown in FIG. 3, the compression section 182 receives airfrom an engine air compressor 184 whose output is regulated by acharging solenoid 186. When actuated, the charging solenoid 186 deliversair from the engine air compressor 184 to a storage chamber 188, whichstores a compressed air charge. The compressed air charge can be outputunder the control of a firing solenoid 190. The compression section 182also receives fuel from the vehicle engine fuel system 192 whose outputis regulated by a fuel solenoid 194.

An ignition control system 196 controls the operation of the chargingsolenoid 186, the firing solenoid 190, and the fuel solenoid 194. Whenthe ignition control system 196 actuates the firing solenoid 190 and thefuel solenoid 194, a compressed air charge and a fuel charge aredelivered from the storage chamber 188 and the engine fuel system 192,respectively, into a mixing chamber 198 to form a fuel/air mixture.

This mixing chamber 198 is directly connected to an igniter 200. Theigniter 200 may be implemented, for example, as the igniter 10 ofFIG. 1. As shown in FIG. 1, the igniter 200 may include an igniter fuelmixture delivery arrangement that can be actuated by the ignitioncontrol system 196 to deliver the fuel/air mixture from the mixingchamber 198 into the igniter 200. The igniter 200 is located proximatean igniter aperture 202, which is formed in a wall 204 of a combustor206. The combustor 206 defines a combustion chamber 208 in which acombustion section fuel/air mixture is present.

When activated, the igniter 200 ignites the fuel/air mixture within theignition prechamber and projects a jet of flame into the combustionchamber 208. This jet of flame reliably lights a stationary flamefront210 to deliver downstream heated products of combustion. Should aflameout condition occur, the jet of flame can be manually orautomatically reactivated to reliably relight the flamefront.

The heated products of combustion are received by an exhaust section(not shown in FIG. 3), which extract energy from the products ofcombustion and pass the heated products of combustion out of the turbineengine body 180. The exhaust section is located downstream from thecombustor 206 and may be implemented as a thrust producing expansionnozzle in a jet engine, or as a torque producing gas turbine shaftsection. In the case of a jet engine, the expansion chamber defines ajet engine output port (nozzle). The heated products of combustion arepassed out of the turbine engine body through the jet engine outputport, thereby providing a thrust force in an upstream direction.

In other types of turbine engines, the turbine section defines arotating shaft with turbine blades on a wheel and an exhaust stackthrough which the heated products of combustion are passed out of theturbine engine body. A turbine shaft wheel is rotated by the heatedproducts of combustion expanding through multiple stages of turbineblades. The turbine shaft is coupled to the upstream compressor and mayalso be coupled to any of a number of structures for producing movement.For example, the turbine can be coupled to an aircraft propeller fordriving the propeller in a rotational manner. Alternatively, the turbinecan be coupled to an industrial power shaft for rotating a mechanismthat has an industrial application, such as generators or pumps. Asanother alternative, the turbine can be configured to propel a groundvehicle or a water vehicle.

While the present invention has been disclosed by way of a detaileddescription of a number of particularly preferred embodiments, it willbe clear to those of ordinary skill that the art that varioussubstitutions of equivalents can be affected without departing fromeither the spirit or scope of the invention as set forth in the appendedclaims.

It will be understood by those who practice the embodiments describedherein and those skilled in the art that various modifications andimprovements may be made without departing from the spirit and scope ofthe disclosed embodiments. Accordingly, the scope of protection affordedis to be determined solely by the claims and by the breadth ofinterpretation allowed by law.

1. A turbine engine arrangement comprising: a turbine engine bodydefining an upstream portion and a downstream portion, a compressionsection proximate the upstream portion, a combustor operable to receivea combustion section fuel/air mixture to be ignited into a stationaryflamefront to deliver pressurized downstream heated products ofcombustion, the combustion section having a wall structure defining anigniter aperture, and an exhaust section downstream from the combustionsection for receiving and passing the heated products of combustion outof the turbine engine body; and an igniter disposed proximate theigniter aperture, the igniter comprising an igniter body defining anignition prechamber in gaseous communication with the combustion sectionvia a port to receive an igniter fuel mixture, the igniter beingconfigured to ignite the igniter fuel mixture within the ignitionprechamber and to project a jet of flame into the combustion section,whereby the jet of flame reliably lights the flamefront and reliablyrelights the flamefront under a flameout condition.
 2. The turbineengine arrangement of claim 1, wherein the exhaust section comprises anexpansion chamber downstream from the combustion section, the expansionchamber defining a jet engine output port that provides a thrust forcein an upstream direction in response to the heated products ofcombustion passing out of the turbine engine body.
 3. The turbine enginearrangement of claim 1, wherein the exhaust section comprises a turbinesection downstream from the combustion section, the turbine sectiondefining an exhaust nozzle through which the expanding heated productsof combustion are passed out of the turbine engine body.
 4. The turbineengine arrangement of claim 3, further comprising a turbine located inthe turbine section, the turbine being rotatable by the expanding heatedproducts of combustion passing through the turbine section.
 5. Theturbine engine arrangement of claim 4, wherein the turbine is coupled toan aircraft propeller for driving the propeller in a rotational manner.6. The turbine engine arrangement of claim 4, wherein the turbine isconfigured to propel a ground vehicle.
 7. The turbine engine arrangementof claim 4, wherein the turbine is configured to propel a water vehicle.8. The turbine engine arrangement of claim 4, wherein the turbine iscoupled to an industrial power shaft for rotating a mechanism having anindustrial application.
 9. The turbine engine arrangement of claim 8,wherein the mechanism having an industrial application comprises atleast one of a pump and an electrical generator.
 10. The turbine enginearrangement of claim 1, wherein the igniter comprises an igniter fuelmixture delivery arrangement configured to, when actuated, deliver anigniter fuel mixture into the igniter from an external source.
 11. Theturbine engine arrangement of claim 10, wherein the igniter comprises anelectrode arrangement disposed within the igniter body and defining aninternal spark gap, the electrode arrangement being configured to, whenactuated, generate a spark across the internal spark gap to ignite theigniter fuel mixture to generate the jet of flame, whereby the jet offlame is projected from the ignition prechamber into the combustionsection.
 12. The turbine engine arrangement of claim 11, wherein theelectrode arrangement comprises a first inner electrode and a secondinner electrode.
 13. The turbine engine arrangement of claim 11, furthercomprising an electrode shell disposed proximate an outer surface of theigniter body and defining an external spark gap.
 14. The turbine enginearrangement of claim 13, further comprising a capacitor coupled to theelectrode arrangement to cause the internal spark gap and the externalspark gap to fire sequentially.
 15. The turbine engine arrangement ofclaim 11, wherein the electrode arrangement is disposed within theigniter body proximate the ignition prechamber.
 16. The turbine enginearrangement of claim 11, wherein the electrode arrangement is disposedwithin the igniter body proximate the port.
 17. The turbine enginearrangement of claim 10, further comprising a fuel and air storagemodule operatively coupled to the igniter fuel mixture deliveryarrangement and configured to provide selectively and under pressure theigniter fuel mixture to the igniter fuel mixture delivery arrangement,the pressure actuating the igniter fuel mixture delivery arrangement toprovide the igniter fuel mixture to the ignition prechamber.
 18. Theturbine engine arrangement of claim 17, further comprising a solenoidoperatively coupled to the fuel storage module and configured to provideselectively the igniter fuel mixture to the fuel storage module.
 19. Theturbine engine arrangement of claim 10, further comprising an enginecontrol subsystem operatively coupled to the igniter fuel mixturedelivery arrangement and configured to control the igniter fuel mixturedelivery arrangement to provide under pressure the igniter fuel mixtureto the igniter fuel mixture delivery arrangement.
 20. The turbine enginearrangement of claim 19, further comprising a voltage source inelectrical communication with the engine control subsystem andconfigurable to cause the igniter to ignite the igniter fuel mixture.21. The turbine engine arrangement of claim 10, wherein the igniter fuelmixture delivery arrangement facilitates pulsed delivery of the igniterfuel mixture, the igniter fuel mixture delivery arrangement comprising:a delivery conduit to receive the igniter fuel mixture; a valvearrangement operatively coupled to the delivery conduit and configuredto open when the delivery conduit receives the igniter fuel mixture; anda closure arrangement operatively coupled to the valve arrangement andconfigured to maintain the valve arrangement in a closed position whenthe delivery conduit does not receive the igniter fuel mixture.
 22. Theturbine engine arrangement of claim 21, wherein the closure arrangementcomprises a spring.
 23. The turbine engine arrangement of claim 10,wherein the igniter fuel mixture delivery arrangement facilitatescontinuous delivery of the igniter fuel mixture, the igniter fuelmixture delivery arrangement comprising: a delivery conduit to receivethe igniter fuel mixture; and a flame regulation arrangement to preventa jet of flame from moving into the delivery conduit.
 24. The turbineengine arrangement of claim 23, wherein the flame regulation arrangementcomprises a flame arrestor.
 25. The turbine engine arrangement of claim1, wherein the igniter fuel mixture comprises at least one of a gaseousfuel and a liquid fuel in combination with at least one of air andoxygen.
 26. The turbine engine arrangement of claim 1, furthercomprising means for evacuating the heated products of combustion fromthe ignition prechamber.
 27. The turbine engine arrangement of claim 1,further comprising an afterburner engine arrangement, the afterburnerengine arrangement comprising an afterburner igniter, the afterburnerigniter comprising an afterburner fuel mixture delivery arrangementconfigured to, when actuated, deliver an afterburner fuel mixture intothe afterburner igniter from an external source, the afterburner igniterconfigured to ignite the afterburner fuel mixture and to project a jetof flame into an afterburner chamber, whereby the jet of flame reliablylights the afterburner flame.